HGVs: Charging and Refuelling

Lord Howell of Guildford Excerpts

Monday 22nd May 2023 Lords Chamber

[Baroness Vere of Norbiton (Con)]

The Government are taking a two-phased approach to this, and those phases are happening concurrently. The first is that we need to discuss with industry stakeholders exactly how they feel the strategy for the rollout of zero-emission vehicles will go, particularly at the heavy end. That is why we will publish the zero-emission HGV infrastructure strategy later this year, once we have been able to discuss it with those stakeholders. The Government are confident that the grid can cope with the increased demand, and the next step is to ensure that depots can connect to it. We are working with the DNOs to find the most cost-effective solution to that.

[Lord Howell of Guildford (Con)]

My Lords, can we pause and reflect for a moment on the implications of this situation? As has already been suggested, would not a fleet of HGVs all topping up with electricity add a colossal load to our electricity supply and transmission system, even to the point, some say, that the existing cables could melt, causing local outages? Where is this enormous extra volume of electricity going to come from and where is the investment to generate it; and where is the investment for the National Grid transformation required to get any of this to work?

[Baroness Vere of Norbiton (Con)]

My noble friend raises a very important point. That is why, as part of the decarbonisation of HGVs, the Government are investing £200 million in the zero-emission road freight demonstrator programme, which will look at all the different technologies available. For some vehicles, battery electric will be the best option, but for others we expect hydrogen fuel cells to be far more relevant. Therefore, we need the zero-emission HGV infrastructure strategy, which will examine what a network of green hydrogen sites would look like, as well as the impact on the grid and where on it the additional electricity will be needed.

Rail Cancellations and Service Levels

Lord Howell of Guildford Excerpts

Thursday 1st December 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

We are working carefully with Avanti. The next uptick in services will happen on 11 December, when we will see 264 services daily on a weekday, which is up from 180 now. Unfortunately, I fear that noble Lords will not see an improvement that day or indeed on any of the subsequent days, because the services will be beset by strikes and other industrial action. Many things are going on here. The Government will absolutely hold Avanti to account for the things within its control, but we need others to hold people to account for things not in its control.

[Lord Howell of Guildford (Con)]

My Lords, the Minister referred to strikes making things much worse, and of course they are. However, I wonder, listening to some of the reasons for industrial action, whether the Government have presented the overall context of the situation we are in nationally in quite the right terms. The other day, the noble Lord, Lord Skidelsky, reminded us that we have drifted into what is very near a war situation, with inflation, shortage and the obvious need for everybody to face for a time—for the duration—reduced living standards and increased deprivation. That is clear. Yet here we have all the arguments about the need for catching up in real terms, improving contracts, asserting a new deal and so on and so forth. This does not seem the right language for the crisis we are in. Is there not a case for explaining more clearly to the many groups who feel they are oppressed in their living standards that this is something we all have to face for a while until we can get out of two or three of the biggest crises that have faced us since 1944?

[Baroness Vere of Norbiton (Con)]

I am grateful to my noble friend for his contribution. I note that at the recent fiscal event, the Chancellor highlighted the difficult economic circumstances that the country is currently in. However, I reiterate that there is a fair balance to be achieved here, although that balance is affordable only if we are able to achieve the sort of modernisation that our railway system needs, where a seven-day operation is not dependent on the approval of the workforce, just as major supermarkets nowadays would not close on a Sunday. Therefore we need to be able to take those steps towards modernisation, and we believe that then there will be a landing zone when it comes to fair wage increases for workers.

Electric Vehicles: Supporting Access

Lord Howell of Guildford Excerpts

Monday 6th June 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I will write to the noble Lord about those differences in VAT rates, that being a matter for the Treasury and one on which I am not briefed today. However, I would say that the Government have announced a local EV infrastructure fund pilot of £10 million, which will look at technically and commercially innovative proposals coming from local authorities to help those people who do not have driveways to be able to charge their cars near their home.

[Lord Howell of Guildford (Con)]

My Lords, the noble Baroness, Lady Worthington, is quite right that more access to electric cars would be very nice. However, in the immediate situation, for those who cannot afford to buy an electric car, or a new car at all, does my noble friend agree that the quickest and cheapest way to get down the cost of oil, gas and transport—with a knock-on for food and inflation as well—is for much more oil and gas to be pumped into global markets quickly? Did she notice that, last Thursday, the meeting of OPEC sounded much more co-operative about doing just that and having a major impact on prices? Does she welcome that?

[Baroness Vere of Norbiton (Con)]

Energy security is a priority for Her Majesty’s Government. Great Britain already has highly diverse and flexible sources of gas supply and a diverse electricity mix.

Transport: Zero Carbon Target

Lord Howell of Guildford Excerpts

Tuesday 27th April 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

I would like to reassure the noble Baroness that, if she is on the strategic road network, she should be no more than 20 miles from an electric vehicle charger. I would also like to reassure her that the Government have this in their sights. Of the £1.3 billion the Government are investing in EV charging points, £950 million is looking at future-proofing electricity capacity on the strategic road network, because we recognise that this will be a key way to recharge both electric vehicles and, in certain circumstances, freight vehicles.

[Lord Howell of Guildford (Con) [V]]

My Lords, I declare an interest in energy, as in the register. Is not the real bottleneck in this whole programme the existing lithium ion batteries and their sheer weight and extensive mined metals content, including cobalt, copper, nickel, manganese and of course refined lithium—not to mention their very heavy carbon emissions in manufacture, large costs and long charge times? Can we be assured that the Government will encourage the new solid-state battery production, which requires far less electricity, as well as using fewer metals and being safer, cheaper, lighter, cleaner and quicker charging? Can we ensure that we secure reliable supply lines from Asia, where these new batteries are now mostly produced?

[Baroness Vere of Norbiton (Con)]

The Government are of course focusing on our supply lines from Asia, but also on what we can do domestically. Recent experiences have shown us that being overreliant on any particular country is possibly not the wisest idea. The Government are investing £318 million in the Faraday battery challenge. Part of that is the amount of money we are investing in the Faraday Institution, which within two years has become a world leader in electrochemical energy storage research. There are 400 researchers there, looking at batteries with longer range; they are lighter, faster charging, durable, safer and sustainable. Allied to that, we will look at the supply chain for the constituent elements that need to go into those batteries.

Airport Expansion

Lord Howell of Guildford Excerpts

Monday 2nd March 2020 Lords Chamber

[Baroness Vere of Norbiton]

This Government are anti-aviation emissions, not anti-flying. That is the entire point. The Government are working incredibly hard to make sure that we get emissions down by 2050. I have already mentioned the transport decarbonisation plan, but we are also spending £2 billion on aviation research and technology. I ask the noble Baroness whether, if all planes were netzero, she would still be against flying.

[Lord Howell of Guildford (Con)]

My Lords, the decision of the courts is very interesting and the Paris agreement is extremely important. We have to go much further than the Paris agreement if we are to make a proper impact on global emissions, through assistance to countries that are increasing their emissions very fast. Surely the decision of this country on how our infrastructure, planning and development should accord with our climate aims and zero emissions is a matter for Government policy and not for the courts. If the courts are to decide this, we will have very little chance of having any success at all.

[Baroness Vere of Norbiton]

My noble friend raises an important point. I go back to what I said earlier: the courts did not conclude that airport expansion was incompatible with climate change, simply that the ANPS did not take into account the items that I mentioned earlier. The noble Lord is right that it is government policy to decarbonise our transport system, which is what we are doing.

Transport Infrastructure

Lord Howell of Guildford Excerpts

Tuesday 11th February 2020 Lords Chamber

[Baroness Vere of Norbiton]

The Minister does not agree. I take it that the noble Baroness, Lady Jones, is not a fan of the Prime Minister, but the sort of words she uses are somewhat inappropriate. On the substance of her question about the environment and ancient woodlands, noble Lords have had the opportunity to discuss those issues in significant detail. HS2 is committed to no net loss of biodiversity. We believe that it is an important part of achieving net zero emissions by 2050. Lost wildlife habitat will be replaced and, as I have said in your Lordships’ House, on the stretch from London to Crewe 43 ancient woodlands will be affected, but only 20% of each. That is out of a total of 52,000 ancient woodlands. I see the noble Baroness, Lady Young of Old Scone, who will say, “But that is salami slicing”. That is the thinnest slice of salami, which will not make even half a breakfast.

[Lord Howell of Guildford (Con)]

My Lords, I declare an interest, as in the register, and as a former Transport Secretary, of which there are quite a few in this House. Does my noble friend recall that over 40 years ago, Germany developed an elaborate system of bus-type vehicles which travel by rail as well as road? I welcome the part about buses but our roads are very crowded, and there is still a big network of completely disused rail tracks in this country. Will my noble friend undertake that this technology, which is quite well advanced, will also be included in our great transport revolution?

[Baroness Vere of Norbiton]

I thank my noble friend for raising that issue. It is of course critical that where tracks already go into major towns or cities—some might be Beeching line closures—the opportunity for reopening those lines may not take the form of heavy rail; there are many new and innovative ways. I know that the one my noble friend referred to is from 40 years ago, but nowadays there are some lightweight, low-cost alternatives to building heavy rail, which could effectively, and with good value for money, get people to where they need to be.

High Speed 2 (Economic Affairs Committee Report)

Lord Howell of Guildford Excerpts

Thursday 23rd January 2020 Lords Chamber

[Baroness Bloomfield of Hinton Waldrist (Con)]

Noble Lords will have noticed that the clock is not working. I was keeping a record, and all noble Lords were going over the advisory speaking time of seven minutes. I urge noble Lords to keep their speeches as succinct as possible

[Lord Howell of Guildford (Con)]

Can the clock be switched off? It is extremely off-putting. The speech by the noble Lord, Lord Grocott, was quite excellent, but I felt all the time that it was being undermined by the blinking.

[Baroness Bloomfield of Hinton Waldrist]

We shall do our best, but we cannot do that from here. We are trying to sort it out.

--- Later in debate ---

[Lord Howell of Guildford]

My Lords, I declare my interest as adviser to the Japan Central Railway Company, the main operator of the Tokaido Shinkansen high-speed rail system, which is generally recognised as by far the most efficient, reliable and punctual, as well as the safest, high-speed system in the world, both economically and in terms of energy efficiency. I have been its adviser for almost 20 years, except of course with a break when serving in government.

I congratulate my noble friend Lord Forsyth on his excellent report but I believe that, in addition, there are still some valuable and important lessons to be learned from Japan which it may not be too late to apply to this whole ill-managed project. People forget that high-speed rail has evolved as an entirely different technology from conventional rail operation. It has been built up over the years—and over the world, as the noble Lord, Lord Grocott, reminded us—by layer upon layer of innovation, somewhat like a great master painting, and we are learners at every stage. In my few minutes, I shall offer five brief lessons from the Japanese.

First, the key to Shinkansen’s success is that it is a sealed system with dedicated track. Trying to run it—or even think of running it—on conventional rail or a mixed system, as people here have been talking about for the HS2 leg north of Birmingham, is a basic error. You immediately lose most of the advantages of high speed and import all the problems of the classic system. A quick transfer to normal fast trains is much the best—indeed, Central Japan Railway Company leaders would say the only possible—way of operating.

Secondly, almost all high-speed rail stations in Japan which have been built over the last 60 years are sited away from or on the edge of city centres. Euston is a terrible mistake. Away from old centres, as could be the case with Old Oak Common, the report rightly suggests that there is a sharp reduction in costs and disruption, and improved passenger access to local connections as, in our case, will be available via Crossrail, the Elizabeth line and so on. In Japan, not a single day of normal passenger rail service has been lost in the building of the entire HSR system.

Thirdly, speed and precision of service, plus frequency, plus acceleration power, are all far more important than trying to achieve some eye-catching top speed. The Shinkansens run mostly at about 285 kph; that is 180 mph or a little more, although they can go faster. It is perfectly true that the superconductor Maglev Yamanashi, or the Chuo Shinkansen as it is called, is designed to run on its first leg from Tokyo to Nagoya, opening in 2027, at 570 kph, but frankly that is not suitable for our very different conditions and considerably smaller country. So, building HS2 for a top speed of 250 mph—that is, 400 kph—is costly nonsense. There is far more travel time to be gained from speed of turnaround at the termini at either end and the 40-second stops in between. I had to smile with other noble Lords the other day when there was discussion about all doors having to be closed two minutes before departure. That is Luddite nonsense belonging to a previous world of technology.

Fourthly, as Professor Roderick Smith, chair of the Future Rail Centre at Imperial College, reminds us, it is a complete fallacy to assume that HS2 should only serve end points. Professor Smith, incidentally, is one of the most expert figures in this country on real HS technology and the evolving possibilities about which we have just heard from the noble Lord, Lord Mair, and on the Shinkansen system. Shinkansen intermediate stopping services bring enormous prosperity and vitality to local points; I do not think this is properly reflected in any of the assessments so far.

Fifthly, in a sealed, crash-proof system, much lighter rolling stock is both safer and much more efficient. This is very important because the latest designs leave space for large battery storage and propulsion under each car, which does away entirely with costly overhead lines. The Japanese are experimenting now with this development. Are we doing so? I have no idea, but I doubt it very much. Noble Lords can be sure that this is the technology of the future; the unsightly and expensive overhead lines and gantries will be completely out of date.

Everywhere one looks at this project, there are telling signs of the “not invented here” syndrome—the idea that we are wise old railways hands and have nothing to learn from overseas. The Japanese have been saying for years that HS projects like this should be built downwards, or inwards, from the destinations; in our case, from the north. As the report suggests, it may be too late for us to do that now, given that £8 billion or £9 billion—we talk about billions so easily, but that is £8,000,000,000 or £9,000,000,000—has already been spent. No nation can afford to write off that kind of colossal sum, even if some of it can be recouped. It is time we swallowed our pride, examined the possibilities of what is happening in the outside world and applied some of these long and very obvious lessons, before it is too late.

Maritime Security

Lord Howell of Guildford Excerpts

Thursday 5th September 2019 Lords Chamber

[Baroness Vere of Norbiton]

I am not entirely sure on what evidence the noble Baroness suggests that £9 million is not sufficient. It is the case that as Brexit happens and we leave the European Union we will look at our EEZ. We will be responsible for all vessels in our EEZ and it is likely that we will have to take a closer watch of what is going on within our coastal waters. It is right that we have fewer assets to deploy. However, and this is very important, there are now far better technologies available to maintain our watch over our coastal waters. There is a working group, led by the new director of the joint maritime security centre, looking at the threats and risks following Brexit. It will make sure that we have vessels deployed appropriately.

[Lord Howell of Guildford (Con)]

Following the question from the noble Lord, Lord Hannay, are not events in the Persian Gulf, with £30,000 Iranian speedboats buzzing around our ships, rather an excellent example of applying the constant call of the noble Lord, Lord West, for more frigates and for more flexibility in our naval dispositions, as well as of the dangers, as in the past, of the great leaders of naval strategy deciding to put all of our cash into vast aircraft carriers, which might have their uses but are not much good in this kind of situation?

[Baroness Vere of Norbiton]

Our maritime assets, particularly our frigates, are under review. We are looking at how we may want to strengthen that in future if we can. However, in the Strait of Hormuz we already have HMS “Montrose” in operation, and HMS “Duncan” will replace it. HMS “Kent” will maintain a presence and HMS “Defender” is also available. Not all these will be working within the international maritime security construct, but we are able to respond.

HS2

Lord Howell of Guildford Excerpts

Monday 20th May 2019 Lords Chamber

[Baroness Vere of Norbiton]

My Lords, there were many questions there; I will perhaps answer a couple of them. On 10% of the West Midlands labour force being on the trains, I do not recognise those figures at all. In any event, when the entire network is built, it will take passengers from all over the country—that is the point of it. On the second point about the business case, works are currently under way and HS2 is reaching agreement with its suppliers in order that a full business case can be published later this year. It is important to understand that a full business case includes costs and benefits, but also—just as importantly—the disruption, or lack thereof, that the construction would have.

[Lord Howell of Guildford (Con)]

My Lords, I declare an interest as an adviser to Japanese high-speed rail. Is the Minister aware that the Japanese have long argued that these figures are interesting for the southern section of HS2 but that it would have been much wiser to have started with the big expenditure in the north and worked downwards? This is exactly the pattern they followed in Japan. Does she accept that this point is wisely made in the very good Lords report published last week, and that any funds that now are meant to be used on the north should not be drained away by the very large expenditure that looks to be developing on the southern section?

[Baroness Vere of Norbiton]

My Lords, I join my noble friend in welcoming the report of the House of Lords Economic Affairs Committee. We will respond to that in detail, before the Summer Recess, once we have had a chance to consider all the issues therein. As for whether we should have started in the north, obviously we recognise that the infrastructure in the north needs investment; that is why we are investing a total of £48 billion across the network, which is a record amount. The northern powerhouse rail project in particular will be very much welcomed. However, it is in a much earlier stage of development. Our intention is to crack on with HS2 phase 1 and phase 2a, and then phase 2b will link into the northern powerhouse rail, thereby connecting the entire country.

Seaborne Freight

Lord Howell of Guildford Excerpts

Monday 11th February 2019 Lords Chamber

[Baroness Sugg]

My Lords, I take this opportunity to remind the House that no taxpayer money has been transferred to the company and the Government stand by their robust due diligence carried out on Seaborne Freight. Perhaps it would be helpful if I read out some specific reassurances that Arklow provided to us. It said:

“Arklow Shipping has been working with Seaborne for twelve months in connection with Seaborne’s proposals to develop new freight services between the UK and continental Europe. Arklow Shipping is therefore familiar with Seaborne’s agreement with Her Majesty’s Government to provide additional freight capacity … In support of the current proposals to develop the shipping route … Arklow Shipping intends to provide equity finance for the purchase of both vessels and an equity stake within Seaborne which will be the operating entity of this project … Seaborne is a firm that brings together experienced and capable shipping professionals … I consider that Seaborne’s plans to deliver a new service to facilitate trade following from the UK’s departure from the EU are both viable and deliverable”.


That is from Arklow Shipping, which, as I said, is Ireland’s largest shipping provider and one of Europe’s biggest. That letter has now been published on the GOV.UK website.

[Lord Howell of Guildford (Con)]

My Lords, I should like to say a word on behalf of the trade union of ex-Secretaries of State for Transport, of whom there are several in your Lordships’ House. This case really confirms that the portfolio is a no-win situation because everybody is a critic and nobody is your friend. But in this particular case, are we to understand therefore that when the contract was first made, although it could not be revealed for commercial reasons, it was in fact being made to a combine that had dozens of ferries and enormous ferry experience? I know it had to be cancelled later when Arklow pulled out, but I am waiting to hear a flicker of recognition from those shoot-from-the-hip critics who rushed forward to criticise at the original time when they did not know the full facts. Would it not have been wiser to become a little more informed before the usual crowd gathered to criticise the Secretary of State?

[Baroness Sugg]

I thank my noble friend for those comments. The contract with Seaborne was specifically designed in recognition of the risk posed by contracting with a new operator and it protected the taxpayer, as it was always designed to do. As I said, no taxpayers’ money has been paid to Seaborne. My noble friend is quite right to point out the assurances that we received from Arklow Shipping. Noble Lords would expect a responsible Government to ensure that we are able to deliver capacity for critical goods in the event of no deal and that is what we are doing.